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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>MODERN MATERIAL COMPACTION WITH TOOLS IN ROAD BUILDING</title>
      <link>https://trid.trb.org/View/121765</link>
      <description><![CDATA[THE DURABILITY OF A ROAD IS INFLUENCED BY THE CARRYING CAPACITY OF THE SUB-SOIL AND OFTEN REQUIRES ARTIFICIAL CONSOLIDATION. THE RELATIONSHIP BETWEEN THE CONSOLIDATION VARIETY AND THE SOIL ON THE ONE HAND AND THE CHOSEN CONSOLIDATION DEVICE AND ITS APPLICATION ON THE OTHER HAND, IS NOT YET SUFFICIENTLY KNOWN. DESCRIPTIONS OF THE PROCEDURE WHICH LEAD TO THE COMPACTION OF THE SOIL AND A REPORT OF THE TWO MAIN VARIETIES OF COMPACTION, THE STATIC AND THE DYNAMIC, ARE INCLUDED. THE TOOLS ARE DESCRIBED, ALSO THEIR OPERATION AND CORRECT APPLICATION. STATIC CONSOLIDATION DEVICES ARE'- PLAIN ROLLERS /ONE WHEEL, TANDEM, THREE WHEELS, AND TRIAXIAL ROLLERS/ AND TAMPING, SHEEPFOOT, LATTICE AND RUBBER-TIRED WHEEL ROLLERS. DYNAMIC CONSOLIDATION DEVICES ARE'- THE RAMMING DEVICES /CRANE RAMMERS SUCH AS RAMMING PLATES, EXPLOSION RAMMERS AND SMALL RAMMERS WITH OTTO OR ELECTROMOTOR OR AIR PRESSURE DRIVE/, AND THE VIBRATION DEVICES /VIBRATION ROLLERS AS A SINGLE WHEEL, TANDEM, THREE WHEEL OR TRAILER ROLLER, RECENTLY ALSO SHEEPFOOT ROLLERS, AS WELL AS PLATE VIBRATORS, EXECUTED AS A SMALL OR LARGE DEVICE, ALSO AS MULTIPLE PLATE ROLLER AND FINALLY THE DEPTH VIBRATOR/. FG/RRL/]]></description>
      <pubDate>Sun, 15 Aug 2004 02:40:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/121765</guid>
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      <title>THE CONSTRUCTION OF VIBRATION ROLLER AND PLATE VIBRATOR MACHINES</title>
      <link>https://trid.trb.org/View/96779</link>
      <description><![CDATA[THE CONFIGURATION AND BASIC CONSTRUCTION OF VIBRATION ROLLERS AND PLATE VIBRATORS ARE INDICATED IN THEIR ESSENTIALS, BUT THE MULTIPLICITY OF TYPES DOES NOT OF COURSE PERMIT ALL MODELS TO BE DEALT WITH. AT THE PRESENT TIME THERE ARE AVAILABLE IN GERMANY ALONE ABOUT 80 TYPES OF VIBRATION ROLLERS AND MORE THAN 50 PLATE VIBRATORS. MODERN TYPES OF VIBRATION ROLLERS AND PLATE VIBRATORS HAVE FOUND APPLICATIONS EVEN IN BITUMINOUS ROAD CONSTRUCTION. ROLLERS DIFFER IN RESPECT OF DRIVE, NUMBER OF AXLES, ARRANGEMENT OF TYRES, WEIGHT, MODE OF EXCITATION AND STEERING. PLATE VIBRATORS ARE CONSTRUCTED AS SINGLE VIBRATORS OR COUPLED SETS FROM 30 KG TO 2.9 TONS. /TRRL/]]></description>
      <pubDate>Thu, 24 Mar 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/96779</guid>
    </item>
    <item>
      <title>REINSTATEMENT REMEDIES</title>
      <link>https://trid.trb.org/View/295871</link>
      <description><![CDATA[Trench reinstatement and small-scale patching operations are the main areas where British contractors and utilities will use a vibratory rammer or plate compactor.  Vibromax markets a wide range of compaction equipment which includes tampers and plates.  Currently their U.K. market has a strong demand for all ranges of its products, including the SL 1 tamper, the AV600 vibratory plate compactor, and the AT22 reversible vibratory plate, recently introduced and designed for all types of soil occurring in earthworks, as well as bituminous materials.  Bomag also supplies the U.K. with compaction equipment, this year introducing a new range of single direction and reversing plates.  Other manufacturers of rammers and plates for the U.K. market are mentioned in this article, along with brief descriptions of their equipment.]]></description>
      <pubDate>Wed, 31 May 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/295871</guid>
    </item>
    <item>
      <title>WORLD COMPACTION BOOM GIVES CASE VIBROMAX A RECORD YEAR</title>
      <link>https://trid.trb.org/View/290045</link>
      <description><![CDATA[Some 80% of Case Vibromax machines made in West Germany are destined for a growing export market--the UK, North America, France and Australia.  The company also has agreements with China and India to establish factories to produce the company's dynamic compaction equipment in Asia.  Case Vibromax believes the new legislation now being introduced in many countries governing the required quality of pavement repairs will encourage local authorities, works departments and subcontractors to look more closely at more effective machines to compact patching, repair and trench capping works.  In reply to this challenge, the company has introduced a complete range of models giving the surface finish benefits of pneumatic-tyred rollers, combined with the compaction performance of steel drummed machines. Described in this article are Vibromax's tandem vibratory rollers, soil compacting plates, hand-guided asphalt and concrete cutters, and rapid blow tampers.]]></description>
      <pubDate>Sat, 31 Dec 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/290045</guid>
    </item>
    <item>
      <title>EVALUATION OF WACKER MODEL VPG 160K VIBRATORY PLATE COMPACTOR</title>
      <link>https://trid.trb.org/View/286172</link>
      <description><![CDATA[This report describes the compactive ability of a hand operated vibratory plate compactor.  The model tested is a Wacker VPG 160K, powered by a 4 HP Kohler gasoline engine. The unit weighs 161 lbs. Water sprinkling system on the unit is intended for use in asphalt work.  The test results indicate that the model 160K vibratory plate compactor is not able to compact a Medium Textured WS patching mix to a density that would minimize post-compaction by traffic. Contrary to normal expectation, this compactor was also not able to attain higher densities even though the workability of the mix was improved by heating.  On the plus side this compactor is very easy to operate and seems to be a sturdy machine.  Maintenance people seem to like the unit.  In general, the unit is able to attain a smoother surface than tamping compactors are able to do.  This may be an advantage when compacting thin surface repairs where the mixtures place are relatively thin.]]></description>
      <pubDate>Mon, 31 Oct 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/286172</guid>
    </item>
    <item>
      <title>COMPARISON OF THREE COMPACTORS USED IN POTHOLE REPAIR. SPECIAL REPORT</title>
      <link>https://trid.trb.org/View/286089</link>
      <description><![CDATA[This report is a summary of the results of a compaction study using recycled hot mix asphalt concrete conducted during August 1983 in an indoor facility at CRREL in Hanover, New Hampshire.  This study compared three kinds of compactors for optimum performance, and also considered such factors as temperature of the asphalt concrete mix, number of passes, size and depth of patches, and number of lifts to fill the holes.  Results showed that a vibratory roller and vibratory plate compactor could both compact patches to the desired 98% of laboratory density, but that a 200-lb lawn roller could not.  Temperature of the hot recycled mix is critical, with 250 deg F being the cut-off temperature.  It was shown that if the mix is not compacted promptly after placement and is allowed to cool below 250 deg F, proper compaction may not be attained.  Single lifts of 3-in., 6-in., and 9-in. depth were compacted to 98% density using the vibratory plate compactor on mix above 250 deg F in 18-in. x 24-in. holes.  In larger 3-ft x 4-ft holes, 98% density was obtained only with the steel wheel vibratory roller on patches placed in two 3-in.-thick lifts.  The number of coverages of the compactors influences densities obtained.  By doubling coverages of the steel wheel vibratory compactor from 6 to 12, the density increased from 96.9% to 99.0%.]]></description>
      <pubDate>Fri, 30 Sep 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/286089</guid>
    </item>
    <item>
      <title>QUALITY ASSURANCE - A COOPERATIVE EFFORT FROM PRODUCER TO CONTRACTING AGENCY</title>
      <link>https://trid.trb.org/View/37355</link>
      <description><![CDATA[A statistical quality control specification (details are provided in an attachment) is described which allows acceptance or rejection of material on the average of test results in lieu of accepting or rejecting on an individual basis.  A randomized method is used to determine when and where to sample (the concept is described in an attachment). The details are given of key points in the specification. These include detail requirements of aggregate subbase and base materials (liquid limit and plasticity index); job mix formula; plant inspection acceptance; adjustment system; and the referee system (to allow for resampling and testing when there is doubt that the test results are valid).  The review of pilot projects indicate that desired results were being achieved.  To establish the bases for a quality assurance system in the aggregate industry, data is assembled from a given plant and fed into computers to establish production control records.  If the records reach a given level of confidence, the plant is rated as a Level I Produce.  A Level I Producer can ship aggregate on certification with only random spot checking by State Inspectors.  All other producers will have their production controlled by the pre-sampling and pretesting method.]]></description>
      <pubDate>Wed, 07 Apr 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/37355</guid>
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    <item>
      <title>TRAFFIC TESTS OF AIRFIELD PAVEMENTS FOR THE JUMBO JETS</title>
      <link>https://trid.trb.org/View/138796</link>
      <description><![CDATA[A flexible pavement test section was constructed and tested to failure under full prototype aircraft loadings.  These tests were designed to gain information pertaining to the behavior of flexible pavement structures and subgrades under muliptle-wheel heavy gear loads (MWHGL), such as the C-5A and the Boeing 747.  The test section was constructed to carefully controlled strengths to a full 12-ft depth, and five items of various thicknesses were incorporated above the 4-CBR subgrade.  Gradations, plasticity restrictions, minimum thicknesses, and similar specification controls were consistent with design requirements for a U.S. Air Force "medium-load" airfield. This is an airfield capable of supporting KB-50, KC-135, and similar aircraft.  The test pavements would thus be generally considered to be of very good quality.  The C-5A was designed for operation on medium-load airfields.  The loading and multiple-wheel configurations indicated the need for determining wheel interaction effects both in the pavement structure and to the same depth within the subgrade soil.  Therefore, two of the items were instrumented with stress, strain, deflection, pore pressure gages, and temperature probes.  The stress and deflection instrumentation was placed at various depths throughout the full 12-ft depths of the items; stress and deflection were the primary measurements made.  The instrumentation was loaded both statically and dynamically (slowly moving vehicle) with one main 12-wheel landing gear of the C-5A, a 6-wheel component of the C-5A gear, a twin-tandem component of the Boeing 747 landing gear, and a single wheel, which was one wheel of the C-5A gear.  Various test loadings were conducted on each of these gears with the test loads per wheel ranging from 6000 to 60,000 lb.  An analysis of the soil behavior patterns investigated to date has resulted in the following:  a. Both stress and deflection distributions showed differences in pattern between the two instrumented items.  b. Assuming elastic behavior, theoretical predictions of deflection versus depth or of offset versus deflection are not good except for a single-wheel load.  c. Stress and deflection distribution patterns under a single-wheel load are different from those under a multiple-wheel assembly. Behavior of the test items was determined in terms of the traffic applications to produce failure under each of the loads applied.  In all, over 20 combinations of load and test item structure were studied, permitting comparisons of behavior related to thickness, type of structure, and single versus 4- and 12-wheel loadings.  In general, behavior of the test pavements under multiple-wheel heavy gear loads was better than simple extensions of prior pavement design criteria would indicate for higher repetition levels.  The 12-wheel C-5A aircraft loading seemed to yield elements of pavement behavior somewhat different from behavior recognized previously under one-, two-, and four-wheel loads.  /Author/]]></description>
      <pubDate>Tue, 22 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/138796</guid>
    </item>
    <item>
      <title>ON THE VIBRATION OF AN ELASTIC PLATE ON AN ELASTIC FOUNDATION</title>
      <link>https://trid.trb.org/View/123949</link>
      <description><![CDATA[THE FORCED VIBRATION OF AN ELASTIC PLATE UNDER A TIME HARMONIC POINT FORCE IS STUDIED. THE PLATE IS INFINITE IN EXTENT AND SUPPORTED BY AN ELASTIC FOUNDATION. THIS STUDY IS MADE ON THE BASIS OF THE IMPROVED (TIMOSHENKO) PLATE THEORY. THE MATHEMATICAL PROBLEM IS TO SEEK A FUNDAMENTAL SOLUTION (THE GREEN'S FUNCTION) OF THE TIME-REDUCED PLATE EQUATION OF THE IMPROVED PLATE THEORY. SUCH A FUNDAMENTAL SOLUTION IS CONSTRUCTED BY THE DISTRIBUTIONAL FOURIER TRANSFORM METHOD. FROM THE EXPLICIT EXPRESSIONS OF THE FUNDAMENTAL SOLUTION, THE BEHAVIOR OF THE FUNDAMENTAL SINGULARITY AS A FUNCTION OF THE VIBRATION FREQUENCY AND THE FOUNDATION STIFFNESS IS EXAMINED. CONDITIONS UNDER WHICH PLATE RESONANCE OCCURS ARE ALSO DETERMINED. /RRL(A)/]]></description>
      <pubDate>Sun, 19 Sep 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/123949</guid>
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